Railway coupler operating rod



g- 7, 1956 L. E. FURNISS RAILWAY COUPLER OPERATING ROD Filed May 22, 1952 INVENTOR 7 40/955 62W WEN/$5,

P! Monk, ATTORNEY United States Patent RAILWAY COUPLER OPERATING ROD Lorre E y F n Grov p t, O assign r, y mesne assignments, to Edward R. Hauer and Frederick T- Herter, both f Richmond, Va.

Application May 22, 1952, Serial No. 289,347

4 Claims- (Cl, 213--.166)

The present invention relates to an operating member for railway car couplers and more specifically pertains to the shape and disposition of portions of a coupler operating rod so as to improve the operating characteristics of such coupler manipulating devices.

It is known in the railway coupler art to employ an operating rod extending laterally from the coupler and journalled for rotation in a supporting bracket carried by an end of the car body at the side of the vehicle. In prior devices of this character the handle portion of the operating rod normally extends substantially vertically downwardly below the supporting bracket. The upper part of the handle portion normally engages the supporting bracket immediately below the pivot for the rod and the bracket thus serves as an abutment for the handle portion in its inoperative position. In service and as a result of sudden impacts developed during starting and stopping of railway cars and as a result of accelerations from other causes the handle portion often swings away from engagement with the abutment. Such swinging movement rotates the operating rod in a direction for unlocking the coupler and rotation of the operating rod is sometimes of sufilcient amplitude to release the anti-creep means embodied in the coupler. Such swinging of the handle in combination with an impact force often causes the coupler lock to move onto the lockset position thus permitting the knuckle to open resulting in an inadvertent uncoupling of the cars and a parting of the train. This rotational action of the standard operating rods now in use appears to result from the fact that the mass of the downwardly extending handle portion is sufiicient to place the center of gravity of the entire coupler operating rod materially below a line about which the rod normally rotates which extends through the supporting bracket and a point on the coupler where the inner end of the coupler operating rod is supported on the coupler.

An object of the present invention is to rearrange the shape and location of parts of a coupler operating rod and to so distribute the mass as to minimize swinging action of the handle portion without altering end portions of the coupler operating rod so that the improved rod will be interchangeable with the existing standard rods at Present in use on railway cars.

Another object of the invention is to alterthe shape of an intermediate portion of a standard type coupler operating rod so that the static weight of the central p rt n i so disp sed as t produce an increased moment over the standa d coupler op in d; t more. securely maintain the handle portion in engagement with its abut-. mm o thereby reduce the tend y f r th r d t swing wards a coup er nl cking P i ion.

A furthor' Qblect of the invention is to rearrange the location of an intermediate portion of a coupler operating rod so that thisv portion thereof will be located a o e a cen ra po t n of the prior t n ard rods wh eby th i e loc on o the e Parts raises the center of gravity placing it near the line of rotation there- 2,757,805 Patented Aug. 7, 1956 2 by reducing the moment arm and therefore the moment tending to rotate the rod due to any impact forces.

Another object of the invention is to relocate the intermediate portion of a coupler operating rod so that the central portion will lie further from the axis of the rotation of the rod to thereby increase the moment of inertia of the intermediate portion of the coupler operating rod to counteract the action of the handle portion and accordingly reduce the tendency of the rod to rotate as a result of impact forces.

Other objects and features of the invention will be appreciated and become apparent to those skilled in the railway art as the present disclosure proceeds and upon consideration of the accompanying drawing and the following detailed description wherein an exemplary embodiment of the invention is disclosed.

In the drawing:

Fig. l is a plan view of a coupler operating rod exhibiting the invention with a coupler and an end portion of a car body shown in phantom lines.

Fig. 2 is a front elevational view.

Fig. 3 is an end or side elevational view of the coupler operating rod shown in association with the coupler and an end. portion of the car body illustrated in phantom lines.

Referring to the drawing the inner end of the improved coupler operating rod is shown at 10 and carries a hook 11 formed integral with the rod. The book 11 engages an eyelet of a rotor lever 12 for operating the look (not shown) of a railway car coupler represented at 14. The inner end 10 of the operating rod is supported by the rotor lever 12. When the rotor lever 12 is turned in a counter-clockwise direction in Fig. 3 the lock lifting element or lifter link 16 is moved upwardly in the usual manner to free any anti-creep mechanism and to thereafter raise the lock to a position where the knuckle 41 may swing to an open position.

The inner end portion in the vicinity of the coupler 14 and from the hook 11 to a point or zone indicated at 17 is substantially straight and when mounted on a railway vehicle or car is disposed in a substantially horizontal position so that the straight portion 18 is substantially parallel with an end sill 19 of the car body. The coupler operating rod is bent at 17 to provide a straight portion 21 which is inclined upwardly with respect to the horizontal portion 18. The straight portion 21 is also inclined with respect to a vertical plane through the portion 18 and converges towards the end sill 19 in proceeding outwardly from the coupler as will be evident upon consideration of Fig. l. The inner end '10 including the hook 11 and. the straight portion 21 correspond to and are similar in shape and location in this area to a known standard coupler operating rod.

A coupler rod exhibiting the invention is bent upwardly to provide a vertical portion 24 at a point 22 which also represents the inner end of an intermediate portion of the rod. The portion 24 of the coupler operating rod is integral with the other parts and extends in a substantially true vertical direction from the point 22 for a distance of about six inches. The portion 24 is disposed at an obtuse angle A with respect to the portion 21 as shown in Fig. 3.

A straight horizontally disposed portion 26 extends outwardly from an upper end of the vertical portion 24. The portion 26 is substantially straight throughout its length and is substantially parallel to the end sill 19 of a railway car as illustrated in Fig. l. The horizontal portion 26 is integral with the vertical portion 24 and these two parts join eachother at approximately a ninety degree angle as will be apparent from aconsideration of Fig. 2.

Another horizontally arranged portion 28 extends'substantially at right angles from an outer end 29 of the horizontal portion 26. The horizontal part 28 between its ends 29 and 31 .is about four inches in length and is disposed substantially at right angles to the car body end sill 19. The portion 28 is integral with the outer end of the portion 26 and extends rearwardly from the portion 26 and towards the end of the railway vehicle.

The portions of the coupler operating rod outwardly from the point or zone 31 are similar in shape and arrangement to those of a standard existing coupler operating rod. The coupler operating rod in this region includes a straight portion 33 which is supported for rotation by a bracket 34 carried by the car body. The outer end of the coupler operating rod beyond the supporting bracket 34 is bent downwardly at 36 to form a handle portion 37 of a conventional type. The upper area of the handle portion in the inoperative position of the coupler operating rod normally engages the supporting bracket 34 at 38 in Fig. 1. The bracket thus serves as an abutment limiting clockwise swinging of the handle portion 37 beyond the position shown in Fig. 3.

The portion 33 of the rod is supported and rotates in the bracket 34 and the inner end of the coupler operating rod is supported by an eyelet of the rotor lever 12 which turns about a fixed journal on the coupler head. Thus the rotational axis of the coupler operating rod is about a dot and dash line 44 which extends through the center of the support on the car body and the center of the support on the coupler head. The coupler is shown with the knuckle 41 in a closed position and the lock (not illustrated) in a lowered position. A swinging movement of the handle portion 37 in a counter-clockwise direction from the position shown in Fig. 3 will cause the rod to turn and the rotor lever 12 will be rotated to shift the lock lifting link 16 upwardly to free any anticreep mechanism and to raise the lock. Additional upward movement of the link 16 will move the lock to a lock-set position to free the knuckle 41 for movement to an open position. Further movement of the lifter link provides for actuation of the knuckle thrower (not shown) to swing the knuckle 41 to an open position. Such manual operation of the coupler operating rod is similar to that of a standard type.

The intermediate region of the present coupler operating rod between the point 31 and the zone 22 provides a structure which eliminate undesirable characteristics of the known standard coupler operating rod. It will be observed from a consideration of Figs. 1 and 3 that the portion 24 and the portion 26 and the portion 28 are all disposed forwardly of the line 44. The standard rod in its intermediate region generally extends along the line 44 about which it rotates. The disposition of the portions 24, 26 and 28 forwardly of the axis 44 and the static weight of these portions produces an increased moment over a standard coupler operating rod to hold the handle portion 37 more firmly against the bracket 34. This action reduces the tendency of the handle portion 37 to swing forwardly in service and accordingly reduces the tendency of the coupler operating rod to turn from its normal inoperative position.

It will be noted from a consideration of Fig. 2 that the vertical portion 24 and the horizontal portion 26 and the shorter horizontal portion 28 are arranged in a position above the line 44 and therefore higher than a corresponding intermediate part of the standard coupler operating rod. This higher location of the portions 24, 26 and 28 raises the center of gravity of the present coupler operating rod compared to that of the standard rod placing it near to the line of rotation thereby reducing the moment arm and therefore the moment tending to rotate the rod as a result of any impact force exerted at the line of support for the coupler operating rod.

It will also be observed from a consideration of Fig. 3

4 that the portions 24, 26 and 28 are disposed remotely of the line 44 as compared with a standard coupler operating rod having a straight intermediate portion arranged generally along the line 44. Such remote disposition of the parts 24, 26 and 28 provide an increase in the movement of inertia over the standard coupler operating rod and reduces a tendency of the coupler operating rod to rotate in service as a result of impact forces.

A further advantage is attained by the coupler rod embodying the present .invention. It will be observed that the portion 26 is located adjacent the lower end of a ladder at the end of a car body as represented by a bracket 48 which serves as the lowermost rung of such a ladder. Although the coupler operating rod is not intended for use as a step many trainmen do step on the coupler operating rod in using the ladder at the end of the car. The horizontal portion 26 provides a safer support for a trainman than the intermediate portion of a standard coupler operating rod which inclines from the zone 31 to the point 22, particularly during inclement weather conditions. The horizontal portion 26 provides an improved bottom step for the ladder.

While the invention has been illustrated and described in connection with specific structural shape and arrangement of the intermediate portion of the coupler perating rod it will be appreciated that changes may be made in the dimensions and disposition including the overall design of the coupler operating device. Such changes and others may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

What I claim and desire to secure by Letters Patent is:

1. A railway coupler operating rod supported at its inner end by a lock operating mechanism of a railway coupler and supported for rotation at its outer end by a bracket carried by a railway car comprising, an inner end portion for engaging said lock operating mechanism, a portion on the rod inclined upwardly in proceeding outwardly from the coupler, a vertically disposed portion on said rod integral with the inner end portion, a horizontally disposed portion extending outwardly from the upper end of said vertical portion and integral therewith, another horizontal portion integral with the outer end of the first horizontal portion and arranged at right angles with respect thereto, an outer end portion integral with the end of the last-mentioned horizontal portion supported by said bracket, and a handle portion depend ing from the outer end portion.

2. A railway coupler operating rod for a railway coupler supported for rotation at an outer end portion by a bracket carried by a railway car comprising, an inner end portion adapted to engage and be supported by the coupler, a straight portion integral with the inner end portion inclined upwardly in proceeding outwardly from the coupler, a vertically disposed portion integral with an outer end of said straight portion, a horizontally disposed portion extending outwardly from the upper end of said vertical portion and integral therewith, another horizontal portion integral with the outer end of the first horizontal portion arranged at right angles with respect thereto and extending rearwardly with respect to the coupler, a straight portion integral with a rear end of the last-mentioned horizontal portion disposed generally in alignment with the first straight portion and supported for rotation by said bracket, and a handle portion depending from the outer end of the lastmentioned straight portion.

3. A railway coupler operating rod comprising, an inner end portion on the rod connected to and supported by a lock operating mechanism of a railway coupler, an outer end portion carried by the rod supported for rotation about the axis of the outer end portion on a railway vehicle, said rod being rotatable about a line extending between the axis of the outer end portion and the inner end of the rod, a handle portion depending from the outer end portion in the inoperative position of the rod and extending below said line about which the rod rotates, and an intermediate zone forming a part of the operating rod having a vertical portion and horizontal portions above and forwardly of said line in the inoperative position of the rod.

4. An operating rod for a coupler carried by a railway vehicle comprising, an inner end portion on the rod supported by a lock operating mechanism of the coupler, an outer end portion on the rod supported for rotation at an end of the railway vehicle adjacent the side thereof, said operating rod being rotatable about a line extending between the axis of the outer end portion and the inner end portion, a handle depending from the outer end portion of the rod in the inoperative position thereof, an intermediate zone forming a part of the rod positioned above and forwardly of said line of rotation in the inoperative position thereof, and said intermediate zone including a horizontal portion substantially parallel to the end of the railway vehicle in the inoperative position of the rod and another portion extending towards the end. of the railway vehicle and occupying a substantially horizontal position in the inoperative position of the rod.

References Cited in the file of this patent UNITED STATES PATENTS 1,918,806 Gilpin July 18, 1933 1,923,674 Kinne Aug. 22, 1933 2,645,363 Swint July 14, 1953 

